6 replies to this topic

[M.Intercooler]

Can you experts school me on T series turbochargers? Like hom many families? different turbine wheel,trim,turbine housing(flange), compressor wheel, trim,etc.

Find a post here:
http://www.honda-tec...hread?id=523242

[ray b]

t2.5 = no power forget about it

t3 early volvo 2.1 no water cooling 48 wheel in a early 80's 240t
later t3 water cooled and better units used in a few volvo's
but most are musibushies there are tooo many of them to list 12 to 19 with letter codes too
they also swap wheels and houseings
for real power use a ford t3 from a mustake SVO or merkur with a 60 wheel
hot rod volvo 4's use a t3/4 combo
t4 is too big for a street car near 2 liter 4 bangers anyway
but racers love them

[zac510]

There is a lot of slang used by the 'street' scene (as in the Honda link above) when referring to these turbochargers. As it doesn't follow any naming convention and even seems to have regional variations it's pretty much useless. Fitting an old turbocharger like this to your car is more suck and see or experience rather than careful analysis of compressor maps, thermal efficiency and air flow.

That said there are some knowledgeable people on the board and if you ask a more specific question you may get a better response!

[M.Intercooler]

Thanks for reply.

I know how to use compressor to chose a turbocharger for a specific engine.

All I want to konw is the history of T series turbochargers, and the development of T series.

[J. Edlund]

There are so many different turbochargers in the T series that it's impossible to have a good overview of them. Just the basic models include: T2, T25, T3, T4, T58, T61, T64, T66, T68, T70, T72, T76, T88, T91, T100. Then a single turbocharger like the T04E, can be availible in over 600 versions.
There are also T-series based racing turbochargers like TR30R (based on a T25 type ball bearing housing).

In general, the model name is based on the size of the turbine wheel. A turbine wheel can then be machined to slightly different sizes.

There is a similar situation for the compressor wheel, one wheel casting can be machined to different sizes. In general the exducer diameter is kept constant (or only machined a little) while the inducer is machined to a desirable size. This makes it possible to make different trims with a given compressor wheel. The compressor with the smaller inducer can handle lower flows but is in general somewhat better in handling higher pressure ratios.

Housings with different A/r ratios can also be offered. These can include options like twin scroll, ported shroud and of course different flanges and sealing methods. The turbine and the turbine housing is also availible in different materials depending on how high exhaust temperatures they must be able to handle. Manufacturers can also order turbine housings with integrated exhaust manifolds. Also compressor wheels are availible in different materials for higher pressure ratios, but these also tend to use a different design and thus a different casting (or forged billet).

The main and most important measurements of a turbo is the turbine inducer diameter and compressor exducer diameter, without these measurements for example trim and A/r doesn't mean anything. In the newer GT series (GT stands for Garrett Technology) the size of the turbine form the model name similar to the T series, for example GT42. In a full model name like GT4294R 94 refers to the compressor exducer diameter in mm (only last two digits, a 100 mm compressor is thus given the number 00) while R refers to dual ball bearings.

[M.Intercooler]

Thanks J. Edlund.

Would you please suggest me some books or papers about turbochargers?

I have some of them, like Forcd Induction Performance Tuning, Maximum Boost, Gas Turbine Theory.

[J. Edlund]

Originally posted by M.Intercooler
Thanks J. Edlund.

Would you please suggest me some books or papers about turbochargers?

I have some of them, like Forcd Induction Performance Tuning, Maximum Boost, Gas Turbine Theory.

"Turbocharging the internal combustion engine" by N. Watson and M.S. Janota from 1982 is still the most complete book about turbocharging. It can be combined with the newer "Fundamentals of turbocharging" by N. Baines for the latest additions. These books are however quite different from books like "Forced Induction Performance Tuning" and "Maximum Boost" which are focused and written in a language the average car guy may understand (this comes with a cost - the books aren't always correct), these are written for professionals or college students and contains a lot of theory on how turbochargers actually work, but they are much harder to read.

When it comes to intercooling, I can recommend the "handbook" from Alfa Laval about heat transfer. While it's written for industrial plate exchangers it contains the basic information that for example the intercooling chapter in "Maximum Boost" doesn't contain. There are of couse books availible on the subject too, but this one does at least not contain false statements (like Maximum Boost), and it's availible for free.
http://www.alfalaval...sfer_theory.pdf